Ignition system for explosion-engines.



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APPLIoATIoN FILED 00T. 1, 1906. 902,782. Patented Nom-3,1908. 3 SHEETS-SHEET 1.

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APPLICATION FILED 00T. 1, 1906.

I Patented Nov. 3, 1908.

3 SHEETS-SHEET 2.

R. VARLEY.

IGNITION SYSTEM FOR EXPLOSION ENGINES. APPLICATION FILED 00T..y 1, 19'06.

902,782. Patented Nov. 3, 1908.

3 SHEETS-SHEET 3.

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RICHARD VARLEY, OF ENGLEWOOD, NEW JERSEY, ASSIGNOR TO THE AUTOCOIL COMPANY,

A CORPORATION O F NEW JERSEY. i

Specification' of Letters Patent.

Patented Nov. 3, 1908.

Application led October 1, 1906. Serial No. 336,859.

To all whom it may concern:

Re it known vthat I, RICHARD VARLEY, a citizen of the United States, residing at Englewood, in the county of Bergen and State` of New Jersey, have invented certain new and useful Improvements in Ignition Systems for Explosion-Engines, of which the following is a full, clear, and exact description.

My invention relates to ignition ap aratus for explosion engines, and particu arly a form of circuit breaker or timer for closing and opening the primary circuits of an induction coil or a plurality of induction coils discharging in the cylinders of the engine.

The principal object of the invention is to provide for making the duration of the spark cascade in the various cylinders constant, regardless of varying speeds of the engine. In other words, the object is to have the duration of the primary circuit closure, measured in angular movement of the half time shaft, variable as the speed of the engine varies, so that the dwell gr absolute duration of the primary circuit closure in units of time is constant, or having any predetermined relation.

A further object of the invention is to provide for automatically opening the primary circuits whenever the engine stops so as to insure against running down and injuring the batteries.

A still further ob'ect of the invention is to improve and simplify the mechanical features of construction, and to render the mechanism very compact, efficient and easy of adjustment.

With those objects in View, the invention consists in the features of construction hereinafter set forth and claimed.

In the drawings: Figure 1 is a sectional view showing a timing apparatus embodying the principles of my invention; Fig. 2 is a section on the line II- -II of Fig. -1 Fig. 3 is a section on the line III-III of Fig. 1; Fig. 4

is a section on th line IV-IV of Fig. 1; Fig. i 5 is a detail View of part of the revolving element looking upward from about the line II-II of Fig. 1; Figs. 6 and 7 are detail sectional views of certain contacting rollers employed; Fig. 8 is a top plan view of the apparatus; Fig. 9 is a diagram illustrating the circuit connections; Fig. 10 is a detail sectional view showing a locking means for fixing the angular adjustment of parts of the casing. v j l By the present invention I provide centriff ugal means which are capable of keeping the duration of the primary ignition absolutely constant if desired, or variable in any exact predetermined relation to the s eed of the engine. I further secure these o jects by an apparatus which opens the primary circuits at contact points through a cam impelled lever, thereby retaining all the advantages of this type of circuit opener which is found to be very satisfactory in practice.

Referring to the drawings in which like parts are designated by the same reference sign, 1 indicates a frame or casing, preferably a metallic shell or drum angularly a'djustable on a support 2, by means of the slots 3 in a flange 4, through which project the studs 5. 6 and 7 are respectively springs and washers for holding the parts in proper relation. These features may be of the ordinary or any desired construction.

The half time shaft is shown at 8, revolublein the support 2, concentrically withinv the casing 1. This shaft carries separate means for `closing and .opening the primary circuit, and also means for varying the anguiar relation of the circuit closing and circuit opening action as the speed of the engine varies.

The rimary circuit closing devices are carried y a frame 9, fixed to rotate with the shaft 8, and having a pair of parallel flanges 10, 11. The frame 9 1s fixed in any desired angular relation to the lshaft 8 by intermeshing crowns 12, 12', respectively on the flange 11 and on a flange 13 which is permanently fixed to the half time shaft. It is evident that these crowns may be positioned in any desired angular relation with one another. v

Between the flanges 10 and 11 extend aY plurality of vertical studs 14 and'f15. The stud 14 carries a swinging finger 16, spring impelled outward by a s ring 17, and having a roller 18, at its extremity. This roller constitutes the primary circuit closing device. The studs 15 also carry fingers 19., with rollers 20, at their extremities.l These fingers are normally spring impelled inward by springs 21. The disposition of the various rollers is such that rollers2() move in an entirely diHerent horizontal plane from the plane of the roller 18, as shown in Fig. 1,. The ,rollers 20 constitute devices for o ening the pri'- mary circuit automaticallyw enever the engine is at rest.

Vl/'ithin the casing 1 and arranged in horizontal zones about the various rollers are the metallic contacts therefor. The roller 1S has four segmental contacts 22, while the two rollers 20 are capable'of moving'into contact with a single continuous metallic ring 23; The segments 22 and the ring 23 are insulated from the casing l in any convenient way, as, for example, by the insulating` body 24. Circuit connections are made with the various segments and with the ring 23, as will be later described. It is evident that the roller 18 is always impelled toward its contacting relation with its segments, but the two rollers 2O are impelled inward and break contact with their ring 23 whenever the engine is at rest. Ihen the engine is in motion, the rolls ily outward by centrifugal force and establish electric contact. In order to obtain more compact disposition of the parts I make the flange 10 notched at 25 (Fig. 5) so as to provide spaces to receive the roller 18 and the iingers 19.

Upon the upper face of the ilange 10 I mount a centrifugal mechanism forming part of my invention and adapted to control the duration of the primary circuit closure. This centrifugal mechanism forms part of the same single rotating mass with the circuit control 18 and the cam 31, together with the shaft 8. For this purpose two studs 26 are shown projecting u ward trom the ilange 10 and each having tiereon a pivoted arm 27 which is weighted at its outer end.

28 indicates springs secured to the arms 27, and to points on the ilang'e 10, so as to normally impel the arms inward. Each of the arms has a stud 29, and these studs proiect into slotted extensions 30 ot' a cam sleeve 3l loose on the half time sha1' t. The cam sleeve 31 is eXteriorly shaped so as to move the primary circuit breaking lever. The slots, des ignated 30@ in the extensions C30 are curved in such a way that the cam sleeve is displaced angularly with relation tc the half time shaft an amount which is exactly proportional to the speed of the half time shaft. This result may be attained by experiment, or it is possible to calculate the iorm of the slots mathematically. In case it were desired to have another relation of the primary dwell than a constant one for all engine speeds, this also could'be exactly attained by suitably forming the slot 30. The primary circuit breaking lever is contained in an upper chamber of the casing. This may be attained in practice by a cylindrical shell 32 threaded on to the casing 1 at 33. 34 denotes a diaphragm of this shell formed of insulating material,

and 35 indicates a cover removably placed upon the shell to close the same.

The primary circuit breaking lever is des# ignated at 36, ivoted on a stud 37, forming part of the she l 32.l

38 indicates a roller carried by the lever 3G and adapted to contact with the cam proinsulating plate 34.

43 denotes a screw adjustable in proximity' to the blade 41, and both the blade, and the screw may be tipped with platinum contacts if desired, The screw 43 is grounded on the frame in use. It is evident that the blade 41 is grounded whenever the lever $36 enters a depression of the cam, but this ground connection is broken whenever the projections olZ the cam impel the lever outward.

The operation will be understood from the foregoing description and from a considera tion of Fig. 9, in which a practical arrangement of the electric circuits is shown. In this figure a plurality of induction coils have their primary circuits N', N2, N3 and N4 (which may or may not be provided with vibrators yv) all connected to the various segments 22. The other terminals of the primary windings run to a common connection Z of battery B. The mechanism is designed to ground the other terminal Z2 of the battery, and the segments 22 simultaneously, so that the circuit of one or another of the primary coils N', N?, N3 or N4, will be com leted. The mechanism also changes the re ation ot' the time when the two grounding devices acl, so that the period of the primary dwell is varied. Tra c ing the circuit for primary N, for example, current passes from battery i3, through wire Z, primary N4, corresponding segment 22, and roller 18. From roller 1S current traicls through the trame and metallic parts to the screw 13, which is grounded in use, as abo\ e stated., As long as the blade i1l. is in contact with this screw, the circuit is completed through thewirc Z2 to batteryB. This causes the ordinary discharge in the secondary S, one terminal of which is connected to a spark plug (not shown), the other second ary terminal being grounded as usual. The angular relation ol the roller 18 and the cam 31 is such that the blade 41 is impelled away from the screw 43 before roller 18 leaves segment Accordingly the primary circuit is positively broken between non-oxidizing contacts by a cam impelled lever in the most ellicient manner. This characteristic ot my invention I regard as a very important one, and is perhaps the most distinguishing teature thereof.

In the aboie descri tion I have referred which contacts with the rollers 20 as long as spond to the requisite arc of throw in conthe engine 1s mov ing and therefore makes the ground connection. When the engine stops, howeventhe rollers leave the ring by virtue of their springs 21, so that the screw 43 is no longer grounded, and there is no possibility of completing the primary circuits except by special or additional circuits. Such special circuits are made by the wires 0 connected to the ring 23, and having push buttons r by which such connections can be grounded on the frame of the machine at any desired point. In a motor car the ground connection would be made-near the radiator in front, and also at the drivers seat. It is merely necessary to press any one of these buttons when cranking the engine. As soon as the engine commences to rotate, the ground connection is made by the rollers 20, so that closure by the buttons r is no longer re uired.

An incidental feature of t e invention relates to the means for adjustin the parts andparticularly the circuit brea ing lever 36 with respect to the segments 22. As has been already stated, the primary circuit is completed only when the roller 18 and the blade 41 are simultaneously contacting with a segment 22 and screw 43 respectively. In practice it is desirable to have the angular reation of the segments 22 and the lever 36 adjustable, so that the primary dwell may be made of any desired duration. It is evident that ifv the shell or upper casing 32 is rotated in a left-hand or anti-clockwise direction with respect to the casing 1, that the primary ing lever, which rotates the entire casing l in the usual way, and need not. be described. The practical means for fixing the adjustment which I have employed comprises a plunger 45 guided in a recess 46 in the casing 1, and springimpelled upward by a spring 47. 48 indicatesA cavities on a flange 49 of the upper casing or shell 32. AWhen the upper casing has been'screwed down to the required extent onV the casing 1, its angular posltion is fixed by the plunger 45 entering any desired one of the cavities 48..

If at any time it is found that the throw of the usual timing lever is not satisfactory, this trouble can be corrected by dis lacing the flange 11 on the flange 13 throug the intermeshin teeth '12, 12. This 'is sometimes desirabIe because the usual timing lever has a fixed arcor throw on the steering wheel, 4and if by reason of wear, or imperfectzlink connections, this fixed arc of throw does not corretrolling the engine, it is important that the ad. justment be corrected in the manner abov stated.

That I claim, is:-

1, In an ignitionssystem for explosion engines, rotatable means forming part of a single mass for closing the primary circuit at one point and for opening it at another point, vand centrifugally operated means forming part of the same single rotating mass with said rotatable means, for varying the interval between such closing and opening with relation to the speed of the engine.

2. In an ignition system for explosion engines, rotatable means forming part of a single mass for closing the primary circuit, a cam for opening such circuit, and means forming part of the same rotating mass with said cam for angularly adjusting the same, whereby the duration of the primary current with relation to the engine speed is varied.

3. In an ignition system for explosion engines, rotatable means forming part'. of a single mass for closing the primary circuit, a pair of contact points, and means controlled by the speed of the engine and rotating co-axially and synchronously with said rotatable means and being made a part of the same rotating mass, for breaking said circuit at such contact points at a varying interval after such circuit closurewith respect to the speed of the engine.

4. In an ignition system for explosion engines, rotatable means forming part of a single mass for closing the primary circuit, cam operated means for opening the pri` mary circuit, and a centrifugally operated devicerevolving co-axially and synchronously with said cam operated means and .being made a part of the same rotating'mass, for varying the relative positions of saidmeans. 5. In an ignition system for explosion engines, a shaft rotating commensurately with the engine, a sleeve on said shaft guided to have an independent angular movement, a

cam on said sleeve, centrifugal devices for imparting an angular movement to said sleeve, means in the path of said cam for opening the primary circuit, and additional means for closing the primary circuit at an unvarying time in the engine cycle.

6. In an ignition system for explosion enines, a half time shaft, means on said shaft or periodically closing the primary circuit, a pair of contact points also included in said circuit, a cam on said shaft for separating said contact points, and means angularly movable with said cam for adjusting the angular relation of said cam and'said circuit closing means.

7. In an i nition system for explosion engines, ay sha t having a circuit closing arm thereon, vsegments concentric with saidshaft and lying in the path of said arm, a primary circuit breaking lever, a eam on said shaft for impellin g said lever into Circuit breaking relation7 and means for angularly adjusting said cam and arm with respect to one another.

8. In an ignition system for explosion engines, a easing having insulated segments therein, a sha'lt within said casing having an arm to engage said segments7 a shell on said easing and angularly adjustable with respect thereto, a circuit breaking lever supported by said shell, and a cam on said shaft to iinpel said lever into eirenit breaking relation.

t). ln an ignition system for explosion engines, a easing, a shell threaded thereto, said shell having cavities therein, and a plunger on said easing spring impelled into engagement with said cavities.

10. In an ignition system for explosion engines, a eireuit breaking lever, a cam acting on said lever and having extensions with ourvedslots therein, and a pair of Weighted arms revoluble eo-axially with said cam and having studs engaging said slots.

l1. In an ignition system for explosion engines, a shaft, a cam sleeve loosely mounted thereon, said oam sleeve having lateral extensions With curved slots therein, a pair of weighted arms having studs engaging said, slots, springs 'for normally iinpelling said arms inward, and means for revolving the said arms in an orbit (fo-axial With said shalt.

l2. In an ignition system for explosion engines, driving means,a eam sleeve having lateral slotted extensions and weighted arms engaging said slotted extensions to displace the cam sleeve rotarily with respect to its driving means.

ln Witness whereof, I subscribe my signature, i'n the presence of two witnesses.

'RICHARD VARLEY.

Nitnessesz l FRANK S. OBER, WALDO M. CHAPIN. 

